Electric control system for railways.



R. G. DAWSON.

ELECTRIC CONTROL SYSTEM FOR RAILWAYS.

APPLICATION FILED SEPT. 4. 1913.

Patented Jan. 26, 1915.

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WITNESSES THE NORRIS PETERS CO. FHOTOL|THO.. WASHING ION. D. c.

R. G. DAWSON.

ELECTRIC CONTROL SYSTEM FOR RAILWAYS.

APPLICATION FILED SEPT. 4. 191a.

1,1265412. Patented Jan. 26, 1915.

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umrnn STATES PAT T orrrc.

ROBERT C. DAWSON, OF BARNESBORO BOROUGH, PENNSYLVANIA, ASSIGNOR OF ONE- FOURTH TO LEWIS N. MORGAN, ONE-FOURTH TO THOMAS F. -WILEY, AND ONE- FOURTH T0 GEORGE TURNER, ALL OF MGKEESPORT, PENNSYLVANIA.

ELECTRIC CONTROL FOR RAILVJ'AYS.

Specification of Letters Patent.

Patented Jan, 2%, 1915.

Application filed September 4, 1913. Serial No. 788,054.

To all whom it may concern:

Be it known that 1, ROBERT C. DAwsoN, a citizen of the United States, and residing in the borough of Barnesboro, in the county of Cambria and State of Pennsylvania, have invented or discovered new and useful Im-' provements in Electric Control Systems for Railways, of which the following is a specification.

My invention consists of anewand improved electrical control system for railways.

The objectsin View are the prevention of accidents, such as head-on and rear-end collisions, and the safe-guarding of travel.

lily system is applicable to'either a single or double tracked railway in the'operation of which steam, el ctricity or any other mo tive power is used. a p a Means are provided whereby a train automatically protects itself both in front and rear so that a second train, traveling in either the same or the opposite direction on the same track cannot collide with the first train, but both trains are stopped be fore such danger is incurred.

Many 110Y8l features of structure and arrangement will appear from the following description.

In the accompanying drawings, Figure 1 is a diagrammatic view showing the connections between one'of the flying contact switches and coordinatedcontact rails} Fig. 2 is a similar View of the means carried by the loco1no,t1-ve, car or train, for

stopping the same automatically when said,

means contact with an energized contact rail,-and Fig. 3 is a similar View showing a controlsystem composedof a plurality of flying switches and contact rails.

The following is a detailed description of the drawings, reference being first had to Fig. 1, wherein A represents the usual railway rails and B tlIG-GI'OSS U'lJS, the latter being largely omitted and both railway rails and crossties being shown in dotted lines' for the sake of clearness. IC is an electric feed wire, constantly charged with current from a suitable source, such as a power sta tion, not shown. Said feed wire is preferably parallel with the'rail'wayfi D is an electrical flying contact switch-placed in any convenient location so as to beengaged and thrown by a shoe or other member car ried by the train. I prefer to place the switch D in the center of the track as shown. The switch is provided with two pairs of adjacent contact points 1' and 2 and 3 and 4. The points 1 and 3 are connected with the feed wire C by wires 5. E and F are a pair of line wires. The point 2 of switch D is connected to one of said line wires, such as E, by a wire 6, while the point 4: of said switch is connected to the other line wire, such as F, by a wire 7. S is a swinging contact member, normally maintained at neutral by springs 8 but adapted to be thrown to either side by the shoe carried by a passing train. When thrown to the left by a train passing in that direction, said member 8 electrically connects the points 1 and 2 and thus energizes the line wire E from the feed wire G. hen thrown to the right by a train passing'in that direction, said member electrically connects the points 3 and 4 and energizes the line wire F from the feed wire C. As soon as the shoe passes the switch, the member 8 springs back to neutral, breaking the connection between the contact points, so that the energization of the line wireis but momentary.

G, Fig. 2, is a shoe carried by the locomotive, car or train, and adapted to engage and throw the switch, and also adapted to engage the contact rails to be described. I have shown said shoe G as depending from the tank of the locomotive.

H and H and H and H, Fig. 1, represent two pairs of contact rails mounted on the railway track and insulated therefrom. Said contact rails are in alinement with the switch D so that the shoe G will prop erly contact with the contact rails and switch as the train passes along over the track. Any form of contact rail maybe used but I prefer the form shown wherein said rail is composed of a pair of parallel plates9, of copper or other suitable metal, preferably-jresilient, and set on edge on chairs 10 which are also metal conductors and serveto electrically connect the two plates 9. Said chair-s10 are insulated from the ties B upon which they rest. The plates 9' are preferably beveledon their adjacent faces at the ends to facilitate the entrance of the shoe G between'said plates, and said plates are preferably secured to said chairs 10 by bolts 11 extending vertically through their beveled ends. The resiliency of the plates and their method of mounting on and attachment to the chairs insures a good electrical contact with the shoe G of a passing train. Two of said contact rails are located at either side of the switch D, the contact rails next the said switch being preferably in close proximity thereto, while in practice the other contact rails shown in Fig. 1 are in proximity to adjacent switches, as shown in Fig. 8. Thus a switch is guarded on either side by a contact rail so that a train cannot reach a switch unless the contact rail interposed its path is de'elnergized. The contact rails are connected in pairs by lead wires and the pairs overlap. Thus the lead wire I connects the contact rails H andH, while the lead wire J connects the contact rails H and H. Thus when the lead wire I is energized, the contact rails H and H are likewise energized, and when the lead wire J is energized, the contact rails H and IF are also energized.

I will now describe the means whereby the lead wire I may be energized which is accomplished by connecting the same electrically with the feed wire O.

K is a swinging lever, centrally pivoted, whose movement or swing is controlled by a pair of solenoids L and M, which solenoids I term respectively, the opening solenoid and the closing solenoid. The core 12 of solenoid L is linked to the lever K at one side of the pivot point of the latter, while the core 13 of solenoid M is linked to said lever at the other side of the said pivot point. The coils of both of said solenoids are connected to ground, as shown.

1a is a contact point connected to the coil of solenoid L and 15 is an adjacent contact point connected to the line wire E. The lever K is provided with an insulated bridge 16 which, when the lever is thrown into its position opposite to that shown in Fig. 1, or into its closed position, electrically connects the contact points 14: and 15 and thus electrically connects the solenoid L with the line wire E.

17 is a contact point connected to the coil of solenoid M and 18 is an adjacent contact point connected to the line wire F.

19 is an insulated bridge carried by lever K which, when said lever is in its open position, as shown in Fig. 1, electrically connects the points 17 and 18 and electrically connects the solenoid with the line wire F.

20 is a contact point connected by a wire 21 with feed wire C while 22 is an adjacent contact point connected by a wire 23 with r the lead wire I.

24: is an insulated bridge carried by lever K which, when said lever is in its closed positi on, opposite to that in which it is shown in Fig. 1, electrically connects the points 20 and 22 and thus energizes the lead wire I thrusting out the core 13 of said solenoid and throwing the lever K from its open position shown into its closed position wherein the bridge 16 will electrically connect the points 14: and 15, thus connecting the solenoid L with the line wire E, while the bridge 26! will electrically connect the point 20 and 22, this energizing the lead wire I from the feed wire O and'with it its contact rails H and H On the other hand, the lever K being in its closed position last described, it the switch D be thrown toward the left, connecting the points 1 and 2, the linewire E will be energized, thus energizing the solenoid L. This will result in thrusting out the core 12 of said solenoid, thus throwing the lever K back into its open position shown in Fig. 1, thus breakingthe electrical connection between the lead wire I and the feed wire O and de'elnergizing the contact rails H and H, and also breaking the electrical connection between the line wire E and the'solenoid L. At the same time the electrical connection between the line wire F and the solenoid M is reestablished. Thus, when the lever K is in its open position, the energizing of the solenoid M causes the contact rails H and H to be energized, and when the lever is in its closed position, the energizing of the solenoid L causes said contact rails to be deenergized.

I will next describe the means whereby i the contact rails H and H may be energized from the feed wire O. i

K is a lever similar to lever K provided with an opening solenoid L and a closing solenoid M The contact point 15 of solenoid L is connected to the line wire F, while the contact point 18 ofsolenoid M connects with line wire E. Also the contact point 22 of lever K is connected to the lead wire J by a wire 25. Otherwise the connections of the lever and its solenoids are identical with those of lever K and its solenoids. Thus the energizing of one of the line wires would have an opposite effect on the two levers, the energizing of line wire E, when the switch D is thrown toward the left, resultingin energizing the solenoids L and M thus throwing the lever K into its open position, deenergizing the contactrails H and H, and throwing lever K into its closed position, energizing the contact rails H and H. On the other hand, the energizing of the line wire F, by the throwing of switch D toward the right, would result in energizing the solenoids M and Lflthus throwing the lever K into its closed position and energizing the contact rails H and H", and throwing the lever K into its open position and deenergizing the contact rails H and l-l. Thus a train passing westward or toward the left would in throwing the switch D, deenergize the contact rails H and H and energize the contact rails H and H, while a train passing eastward or toward the right would, in throwing switch D, energize the contact rails H and H and deenergize the contact rails H" and H.

The shoe G, which throws the switch D and engages the contact rails, is electrically connected with suitable control means carried by the train or car, so that when said shoe comes into contact with an energized contact rail, said means is actuated by the current transmitted from said contact rail and the train is automatically stopped. Thus in Fig. 2 I show means whereby the power is shut off from the locomotive cylinders and the brakes are applied. I show the shoe G as depending from a portion of the locomotive tank N and insulated therefrom as at 26. 27 is a wire leading from the shoe G to the coil of a solenoid O, the other end of which coil is grounded as by a wire 28. The core 29 of said solenoid O is pivotally connected with one end of a bell-crank-lever 30 whose angle is pivoted to a support 31 mounted on the gate valve P in the steam line Q; which leads to the locomotive cylinders. The other end of said bell-crank-lever is pivoted to the stem 32 of said valve P. A second bell-crank-lever 33 is pivoted to the other arm of lever 30 and has its angle pivoted to a support 34. The other arm of said last named lever is pivoted to a connecting rod whose other end is provided with a collar 36 which is journalcd on a stud 37 on the circumference of the hand wheel 38 of a three-way valve R in the train line S of the air-brake system of the train or car. When the shoe G comes into engagement with an energized contact rail, the coil of solenoid O is energized, thrusting out the core of said solenoid, and closing the valve P and throwing the valve R, thus cutting off the steam and setting the train brakes. The

engagement of the shoe with a deenergized contact rail has no effect on the control means described. It is evident that various types of control means, suitable to the character of rolling stock may be substituted.

In Fig. 3 T have shown the principles explained in connection with the preceding figures developed into a system applied to a railway, the railway rails and cross ties being omitted for the sake of clearness. Thus I have shown, for the sake of illustration, five flying contact switches and four pairs of contact rails. The switches may be placed at any convenient intervals. In case of a track used for short passenger trains or single cars running at frequent intervals, the switches may be placed at, say, quarter-mile intervals, while intervals of a half-mile or mile would be required where the track is used for long freight trains. I have marked the switches D D D 1), and D while the pairs of contact rails are as follows: H and H connected by lead wire J H and H connected by the lead wire 1 H and H connected by the lead wire J and H and H connected by the lead wire 1 As will be seen a contact rail is located at either side of each switch, guarding the approach thereto from either direction, but said two contact rails are connected to different lead wires so that a train in passing through and throwing a switch, energizes the contact rail next behind it to protect its rear and de'energizes the contact rail next in front to permit its advance. The groups H H and H H with their lead wires J and J correspond to the group H"H and lead wire J in Fi 1, while the remaining groups of contact rails and their respective lead wires in Fig. 3 correspond to group H and H and lead wire I in Fig. 1. K is the lever adapted to electrically connect lead wire J to feed wire C. K is a similar lever adapted to connect lead wire I to said feed wire. K is a similar lever adapted to connect lead wire 5 to said feed wire. K is a similar lever adapted to connect lead wire 1 to said feed wire. The contact points 22 of levers K and K are connected respectively to lead wires J and J by wires 25, while the corresponding contact points of le vers K and K are connected respectively with lead wires 1 and I by wires 25. Each of said levers is provided with an opening solenoid identified by the letter L with the proper suhordinal, and with a closing solenoid M identified by the proper subordinal. The contacts points of the levers K K K and li corresponding to the contact points 15 of levers K and K are split or divided into two adjacent but mutually insulated contact points 15- and 15 Also the contact points of said first named levers corresponding to the contact points 18 of said last named levers are similarly divided to form two adjacent contact points 18 and 18 Both of the contact points 15 and 15 are electrically connected to the contact point ll of the opening solenoid when the lever is in its closed position, and, likewise, when the lever is in its open position, both of the contact points 18 and 18 are electrically connected with the contact point 17 of the closing solenoid. E E E E and E a line wires corresponding to line wire E in Fig. 1, while 1*, F F F and F are other line wires corresponding to line wire F in Fi 1.

The flying contact switches are connected in an alternating manner. Thus switches D D and D are connected to the line wires in a manner similar to that shown in connection with switch D in Fi 1, their contact points 2 being connected by Wires 6 to the line wires E E and E respectively, while their contact points at are connected by wires 7 with the line wires F F and F respectively. On the other hand, the contact points 2 of the switches D and D* are connected by the wires 6 to the line wires F and F respectively, while their contact points 4 are connected by the wires 7 with the line wires E and E respectively. The line wires E and E are connected, respectively, with the contact points 18" and 18 of solenoid M The line wires E and E are connected respectively to the contact points 15 and 15 of solenoid L The line wires E and E are connected respectively with the contact points 18 and 18 of solenoid M The line wires E and E are connected respectively with contact points 15*"- and 15 of solenoid Lt Again, the line wires F and F are connected respectively with the contact points 15 and 15 of solenoid L The line wires F and F are connected respectively with the contact points 18 and 18 of solenoid M The line wires F and F are connected respectively with the contact points 15 and 15 of solenoid L The line wires F and F are connected respectively with the contact points 18 and 18 of the solenoid M".

The purpose of providing a pair of inutually insulated contact point 15 and 15" and also 18 and 18 is to prevent electrical connection between two adjoining line wires. When the lever is in its closed position the current from one line wire will flow through the opening solenoid to ground rather than from one line wire to the other and when the lever is in its open position, the current will flow through the closing solenoid to ground rather than to the other line wire.

It is evident that the arr. ngement is such that each flying switch is protected on either side by a contact rail guarding the admission of a train to said switch, the contact rail on one side of a switch being connected to the same lead wire as the contact rail on the other side of the adjoining switch, and the two contact rails on either side of a given switch being wired to different lead wires. Thus when one of the contact rails adjacent to a switch is energized, the other contact rail, on the other side of said switch is deenergized, the switches being so wired that when one of the same is thrown by a passing train, the contact rail next in the rear of said switch is energized to protect the rear of the train and the contact rail on the opposite side of the next switch in front of the train is also energized to prevent a train traveling in the opposite direction from reaching and throwing said last named switch. At the same time the two contact rails next in front of said first named switch is deenergized to permit the advance of said first named train.

The following illustrates the travel of a train passing westward, or from right to left, over my system as shown in Fig. 3. Said train first throws switch D toward the left, energizing the line wire E and throwing the lever K into its closed posi tion, thus energizing the lead wire J and the contact rails H and H to protect the rear and front of the train. The train next advances over the deenergized contact rail H and throws the switch D toward the left,

thus energizing the line wire F and throwing the lever K into its open position and the lever K into its closed position, thus deenergizing the contact rails H and H and energizing the contact rails H and H* to protect the front and rear of the train. The train next passes over the deenergized contact rails H and H and throws the switch D toward the left, thereby throwing the lever K into its open position'and the lever K into its closed position, deenergizing contact rails H and H and energizing contact rails H and H to protect the front and rear of the train. The train next throws the switch D toward the left, throwing lever K into its open position and lever K into its closed position, thus deenergizing contact rails H and H and energizing contact rails H and H The train next throws switch D toward the left, deenergizing the contact rails H and H permitting the train to leave the system and leaving all of the contact rails thereof delc'nergized.

A train traveling eastward or from left to right in Fig. 3, would first throw the switch 1) toward the right, throwing the lever K into its closed position and energizing the contact rails I and H Next the switch D would be thrown toward the right, throwing lever K into its open posi tion and lever K into its closed position, thus deenergizing the contact rails H and H and energizing the contact rails it 5 and H. The switch D would next be thrown toward the right, throwing the lever K into its open position and lever K into its closed position, thus deenergizing the contact rails H and l and energizing the contact rails H and H. The switch D will next be thrown toward the right, throwing lever K into its open position and lever K into its closed position, de nergizing the contact rails H and H and energizing the contact rails H and H The switch D is next thrown toward the right, throwing the lever K into its open osition and deenergizing the contact rails H and H thus permitting the train to leave the system and leaving all of the contact rails of the same deenergized.

lio

The method by which two trains traveling in opposite directions on the same track are prevented from colliding may be illustrated by assuming train No. l, westbound, reach ing and throwin switch D toward the left, and train No. 2, eastbound, reaching and throwing switch D toward the right. The throwing of switch D toward the left will energize the contact rails H and H while the throwing of switch D toward the right will energize the contact rails H and H. The further advance of train No. 1 ill be obstructed by the contact rail H while the further advance of train No. 2 will be obstructed by cont-act rail H*. The two trains will thus be automatically stopped, so that one train may be side-tracked to permit the other to pass;

I have shown the flying contact switches double-acting so as to be thrown by trains passing in either direction, and I prefer such provisions as even in case of a track normally used for tratlic in one direction only, it may be found necessary to run a train on said track in the opposite direction occasionally, as in the case of emergency. However, if preferred, the switches on the same track may be made throwable but in one direction. In such case on the westbound track, the contact points 3 and 4 and their connections may be omitted from the flying switches, while on the eastbound track, the contactpoints 1 and 2 and their connections may be omitted from the switches.

The type of flying contact switchshown inexpensive, simple in construction and durable, thus greatly reducing first cost and prolonging lite and service. The fact that the line wires are but momentarily energized is of great advantage as the quantity of current required to operate the system is reduced as is also the danger of impairment by accidental groundings. The system may be readily and cheaply installed, and where block signals are already in use, the same may be maintained, if desired in connection with my system, a common feed wire serving for both systems. My system is particularly applicable to use where steel or metal cross ties are used, owing to the fact that l do not use the railway rails as part of my system and the same need not be insulated from the cross ties. Such insulation is expensive and unsatisfactory in practice. The insulation of my system from the cross ties is easily and positively accomplished.

Although for the sake of clearness I have minutely described the embodiment of my invention shown in the drawings, 1 do not wish to limit the scope of the same thereby but claim broadly 1. In an electric control system for railways, a source of electric current, a pair of contact rails, a lead wire electrically connecting said contact rails, a switch adapted to be thrown by a train passing in either direction, and means whereby when said switch is thrown by a train passing in one direction said lead wire is electrically connected to said source while when said switch is thrown by train passing in the other direction such connection is broken.

2. In an electric control system for railways, a source of electric current, a pair of line wires, a flying contact switch adapted to be thrown in either direction by a passing train and when thrown in one direction to energize one of said line wires from said source while when thrown in the opposite direction to energize the other line wire from said source, a contact rail, a swinging lever adapted when thrown into its closed posi tion to electrically connect said contact rail with said source, and means whereby when one of said line wires is energized said lever is thrown into its closed position but when the other line wire is energized said lever is thrown into its open position.

3. In an electric control system for railways, source of electric current, a pair of line wires, a switch adapted to be thrown by a train passing in either direction and when thrown in one direction to energize one of said line wires from said source while when thrown in the opposite direction to energize the other line wire from said source, a pair of contact rails, a lead wire electrically connecting said contact rails, a swinging lever adapted when in its closed position to electrically connect said lead wire to said source, and means whereby when one of said line wires is energized said lever is thrown into its closed position but when the other line wire is energized said lever is thrown into its open position 4:. In an electric control system for railways, a source of electric current, a pair of line wires, a flying contact switch adapted to be thrown by a train passing in either direction and when thrown in one direction to energize one of said line wires from said source while when thrown in the opposite direction to energize the other line wire from saidsource, a pair of contact rails, a lead wire electrically connecting said contact rails, and means whereby when one of said line wires is energized electrical connection between said lead wire and said source is established but when said other line wire is energized such connection is broken.

5. In an electric control system for railways, a source of electric current, a line wire, a flying contact switch adapted when thrown by a passing train to energize said line wire from said source, two pairs of contact rails, a lead wire connecting together the members of each pair, and means where by when said line wire is energized, one of said lead wires is electrically connected to said source while the other lead wire is dis connected from said source.

6. In an electric control system for railways, a source of electric current, a pair of line wires, a flying contact switch adapted to be thrown by a train passing in either direction and when thrown in one direction to energize one of said line wires from said source while when thrown in the opposite direction to energize the other line wire from said source, two pairs of contact rails, a lead wire connecting together the members of each pair, and means whereby when one of said line wires is energized one of said lead wires is electrically connected to said source while when the other line wire is energized the other lead wire is electrically connected to said source.

7 In an electric control system for railways, a source of electric current,'a line wire, a contact switch adapted when thrown by a passing train to energize said line wire from said source, two pairs of contact rails, a lead wire for each of said pairs of contact rails connecting the members of said pair together, a swinging lever for each lead wire adapted when in its closed position to connect its lead wire electrically to said source, and means'whereby when said line wire is energized one of said swinging levers is thrown into its closed position while the other swinging lever is thrown into its open position.

8. In an electric control system for railways, a source of electric current, a pair of line wires, a contact switch adapted to be thrown by a train passing in either direction and when thrown in one direction energizing one of said line wires from said source but when thrown in the other direction energizing the other line wire from said source, two pairs of contact rails, a lead wire for each of said pairs of contact rails connecting the members of said pair together, a swinging lever "for each lead wire adapted when in its closed position to connect its lead wire electrically with said source, and means whereby when one of said line wires is energized one of said swinging levers is thrown into its closed position and the other swinging lever is thrown into its open position but when the other line wire is energized said first named swinging lever is thrown into its open position and the second named swinging lever is thrown into its closed po sition.

9. In an electric control system for railways, a source of electric current, a pair of line wires, a pair of flying contact switches each of said switches being adapted when thrown by a passing train to energize one of said line wires from said source, a contact rail, a swinging lever adapted when thrown into its closed position to electrically connect said contact rail with said source, and means whereby said lever is thrown into its closed position when one of said line wires is energized but is thrown into its open position when the other line wire is en ergized.

10. In an electric control system for railways, a source of electric current, a line wire, a flying contact switch adapted when thrown by a passing train to energize said line wire from said source, a contact rail on either side of said switch, a swinging lever for each contact rail adapted when in its closed position to connect its contact rail to said source, and means whereby when said line wire is energized one of said swinging levers is thrown into its closed position while the other swinging lever is thrown into its open position.

11. In an electric control system for railways, a source of electric current, a line wire, a flying contact switch adapted when thrown by a passing train to momentarily energize said line wire, a pair of contact rails, a lead wire electrically connecting said contact rails, and means whereby when said line wire is momentarily energized a fixed electrical connection is established between said lead wire and said source.

12. In an electric control system for railways, a source of electric current, a line wire, a flying contact switch interposed between said line wire and said source and adapted when thrown by a passenger train to momentarily energize said line wire from said source, a pair of contact rails, a lead wire electrically connecting said contact rails, a swinging lever interposed between said lead wire and said source and adapted when in its closed position to electrically connect said lead wire directly to said source, and means whereby when said line wire is momentarily energized said lever is thrown into its closed position. 7

13. In an electrical control system for railways, a source of electric current, a line wire, a flying contact switch interposed between said source and said line wire and adapted when thrown by a passing train to momentarily energize said line wire from said source, a pair of contact rails, a lead wire electrically connecting said contact rails, and means for establishing a fixed electrical connection between said lead wire and said source when said line wire is momentarily energized.

Signed at Barnesboro, Penna, this 27 day of August, 1913.

ROBERT C. DAWVSON.

Witnesses:

WILLIAM EWART BROWN, J. WV. BLAND.

Copies of this patent may be obtained for five cents each, by addressing ,the Commissioner of Patents,

Washington. D. G. 

